Railway-car draft-gear.



PATENTED NOV. 13, 1906.

J. LANGE, JR. RAILWAY GAR DRAFTGEAR.

APPLIOATIDH FILED 00'1.31, 1904.

8 SHEETS-SHEET 1.

Httomegs Witnesses PATENTBD 110V. 13, 1906. J. LANGB, RAILWAY GAR DRAFT GEAR APPLICATION FILED 0UT.31| 1904.

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PATENTED NOV. 13, 1906.

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RAILWAY GAR DRAFT GEAR." APPLICATION FILED 00131, mpe.

NITED STATES PATENT. OFFICE,

JOHN LANGE, JR. OFMOBERLY, MISSOURI.

RAILWAY-CAR DRAFT-GEAR- Specification of Letters Patent.

Patented Nov. 13, 1906.

Application filed October 31, 1904. Serial No. 230,794.

To wll'whom it may concern Beit known that I, Join: LANGE, Jr., a citizen of the United States, residing at Moberly, in the county ofltandolph and State of Missouri, have invented a new and useful Railway-Car Draft-Gear, of which the following is a specification.

This invention relates to the draft-gear of railway cars', and hasfor its principal object to provide a novel form of gear that may be 'readily'applied to cars of different construction.

i A-further object of the invention is to pro-' vide a draft-gear that may be used in connection with draft-springs of any desired size without structural-change, the area of the spring-receivingpockets being altered in accordance with the size of the springs. to be.

used. 1

A still further object of the invention is to provide a novel form of draft-gear that may be applied to a car whether loaded or unloaded, it being unnecessary to enter the car,

and none of its securing devices extending through the .fioor of said car.

. A still further object of the invention is to provide a novel form of draft-gear in which the height of the coupler may be adjusted in accordance with the construction of the car.

With these and other objects in view, as will more fully hereinafter appear, the invention consists in certain novel features of conafter fully described, .illustrated In. the accompanying drawings, Figure 1.

' is a side elevation of a draft-gear constructed in accordance with the invention. Fig. 2 is a plan view of the same. Fig. 3 is a longitudinal sectional elevation of the draft-gear on the line 3 3 of 2. Fig. 4 is an inverted raftplan view of the gear, the draw-bar,

yoke, and spring being shownin section.

F1g. 5 is a transverse sectional elevation of the draft-gear on the line 5 5 of Fig. 3.

tions of the device detached. tail perspective view of one of the main sections'of the draftear. Fig. .10 is a detail perspective view 0 the carry-iron detached.

Figs. 6, 7, and 8am detail perspectivevlews of por- Fig. 9 is a de 2 f Figs. 11, 12 and 13are sectional plan view s illustrating different adjustments of .the s ring-pockets for the reception of springs of different size. Fig. 14 is a detail sectional view of the rear portionof the draft-gear,

showing particularly the adjustable blocks used in connection with the transom or body bolsters. Fig.15 is a detail perspective view of oneof the adjustable blocks detached.

Similar numerals of reference are -employed to indicate corresponding ("parts throughout the several figures of the mgs: l

The principal members of the draft-gear are two web-plates 1O and-11, that are ex-:

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tended up between the two longitudinal sills 12 and 13 of the car, these plates being separated from each other in order to ermit of the convenient introduction of the raft-gear between sills that are spaced at different distances from each other, the sills of some cars being about eight inches distant from each other, while in other cars the space may be only six or seven inches. The verticallyeextending webs of the two plates are secured to the respective sills, bolts 14, 15, and 16 be ng employed to hold the plate 11 toth'e $111 13, while bolts 17, 18, and 19 are employed to se cure the plate 10 to the sill' 12, and at the points where the bolt-openings are formed-- each of theplates-is provided with bosses that extend into suitable circular recesses in the inner faces of the sills in order that the connection may be'rendered more secure.

The weblates are provided with oflsets 20 and 21, ormirig shoulders which engage against the bottoms of the sillsand extend also into enga ement with-the bottoms of the end sill 22 an ;the bufl'er-block-23, and each of the Ifilates'is further provided with .three upwar lug 24 extending into a recess at the rear of the buffer-block, while the 1111 '25 extends into arecess at the front end of the ongitudinalsills sill 22. The lug 26 of each of the plates is received within a suitable recess formed in the bottom of the longitudinal sill at a oirit between the end sill and the transom or ody bolsters 33, these forming a secure connection-for resisting the endwise thrust and relieving the bolts to a considerable extent.

y-projecting lugs 24, 25, and 26, the

Each of the plates is extended rearwardly I over the transom 33 and is provided with a The ears or lugs pair of spaced ears or lugs.

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and 28 of the side frame or plate 11 and.

I and engages against the rear face of the end the ears or lugs 29 and 30 of the sideframe are spaced for adistance greater than the width of any transom or body bolster in or-' dinary use, so that when applied to any car the frames or plates may fit in position. Between the sides of the transom and the adjacent ears or lugsare arranged filling-blocks 31 and 32, these being interchangeable and being fitted in place in accordance with the osition which the transom occupies with reation to the ears or lugs, and this being dependent to some extent on the width of the transom and its distance from the end sill of the car. Each of the blocks is preferably of the construction shown in Figs. 14 and that is to say, with three dimensions and each block may be placed in the position shown in Fig. 14, or it may be turned to reverse the position of the top and bottom, or it may be turned to occupy a position at a right angle to that shown to accommodate the position and the Width of the transom. The blocks are held in position by lockingbolts 34 and 35, and each of the filling-blocks is provided with two bolt-receiving openings, one being disposed at a right angle to the other, as shown in Fig. 15,. This permits of the ready changing of the position of the blocks in accordance with circumstances.

Extending inwardly from each of the side frames or plates are spaced vertical ribs or webs and 41, these being turned at the top at a right angle to form horizontal ribs 42 43 and 44 45, and said ribs form seats for the reception of transversely -disposed bracingplates 46 and 47. The rear plate 46 is provided at its lower end with an opening for the ":passage of a securing-bolt 37, that extends frame wil through openings in both of the main frames,

While'tlre upper end of said plate 46 is held from movement in one direction by the ribs 40 and.41 and in the opposite direction by the heads-of the securing-bolts 14 and 17. The front plate 47 is secured in place by bolts 48 and 49, extending through 0 enings in theend sill, and as the opposite ,en s of said plate 47 bear against the vertical ribs 41 the main be firmly locked to the end sill, and

. thus further relieve strain on the bolts.-

that are em In the inner faces of the two arms are formed ockets 50 51, in which fit transverselyisppsed follower-plates 52 and 53,

bar 55.

The forward. ends of the arms or plates are provided with perforated ears or lugs 56 57,

, etween which is arran ed a carry-iron 5 8,

. that is held in position y transversely-disposed bolts 59 and 60. It will be noted on reference to Figs. 3 and 10 that the bolt-receivin openings of the carry-iron are not arrange midway of the height of theiron, and

this will permit the lowering of the height of the draw-bar if the position of the carry-iron be reversed." In the position shown in Fig. 3

height of the lug-strap.

raced by the yoke 54 of the drawthe draw-bar is supported in the highest posi tion, and ifthe bolts are removed and the iron reversed to the opposite position the height of the draw-bar from the ground will be decreased, thus'perniitting proper adjustment of the draw-bars on cars of diilerent'size;

From the op osite end walls of the spring pockets depend erforatedears or lugs 61 62 and 63 64, and hetween each set of lugs (X- tends a lug-strap 65, forming the hottom of the spring-pocket, said lug-strap being held in place by bolts 67 68, having their heads disposed in countersunk recesses-in the lug in order not to interfere with the draw-bar or its yoke.

ranged at a point midway of the vertical In the position shown in Fig. 3 the lug-strap is in the highest position, and the vertical height of the springreceiving pocket is decreased; but if" the bolts be removed and the positions of the lug-strap reversed the position of the rear end of the draw-bar will be lowered to correspond to the adjustment of the carry-iron at the end of the car. I

The construction, moreov'er, is such that if a draw-bar is to be removed it is merely necessary to remove one of the securing-bolts and allow the lug-strap to swing down to a vertical position.

The area of the spring-receiving pockets It will be noted that the boltre ceiving openings of the lug-strap are not armay be-altered in accordance with the size of the springs to be used, the greatest area of the pocket being. sufiicient to permit the employment of two eight-inch springs placed side by side and extending between the follower-plates. I i

In order to reduce the width of the pocket where only a single eight-inch spring 73 is to be used, a filling-block 70 is placed in each of I the pockets. These blocks, which are interchangeable, extend for the full length of'the pockets, and each is provided with a pair of extended lugs 75, that pass through suitable openings formed in the side frames, and said lugs are provided with openings for the passage of locking-keys 76, by which they are held in place. This adjustment is shown clearly in Fi 11', where a single eight-inch spring is used.

If it be desired to employ two six-inch springs laced side by side, the blocks 70 are removed and smaller filling-blocks 78 are employed these being provided with lugs 7 9 W111 chmay be passed through the openings in. the sideframes and lockedin plaeeby keys 80. This adjustment is shown in Fig. .13. If itbe desired to employ one six-inch spring, the filling-blocks '70 are placed in position and auxiliary blocks 81 arethen inserted, as shown in Fig. 12, so that both the length and the width. of the pockets are reduced.

. The side frame-plates are preferably of a IIO reinforced formation, which may be advanstrengthening ribs or webs, (designated genthrou hsaid o enin 7.1 p g stops erally by the reference characters 71 and 72 in certain figures of the drawings.)

It will be seen that the structure issuch that the blocks may be removed or interchanged, so as to provide for the employment ofsprings of a strength'and number proportioned to the character of the car without rendering it necessary to employ specially-made side frames or plates for each se arate-sized sprin I J t will be noted that all of the bolts in the improved device are horizontally dis osed an are accessible from beneath the car-body, so that no necessity exists for entering the car to place or dis lace the device. This is a very 1mportant advantage, especially when repairmglor renewing broken arts, as it freqfiently appens that the dra -gear is to be repaired or renewed upon loaded cars, and my improved device may be placed upon or removed from the car without reference to the fact of its being loaded or empty, as above stated.

Having thus described the invention, what is claime is 1. In a draft-gear, the frame membersv having spring-receiving pockets, and interchangeable devices adapted to be removably mounted within said pockets and comprisin means for varying the space occupied by the spring according to the size of the latter.

I n draft-gear, a frame having spring-receiving ockets, and means for varying the width 0 the pockets.

3. In draft-gear, the frame members having s ring-receiving pockets, and interchangeable devices adapted to be removably arranged withinsaid pockets for varying the length of the space therein according to the length of the' spring to be em loyed.

4. In draft-gear, -a frame ffaving a springreceiving pocket, and means for varying both the length and width of the pocket.

5. In draft-gear, a frame receiving pocket, and detachable blocks for varying the width of the pocket.

6. In draft -gearing, a; frame having a spring-receiving pocket, there being anopening formed in the wall of the pocket, and a detachable block adjustable to a position within the pocket and having a lug extending n a draft-rigging, the combination with the sills and cheek-plates having followerrigidly attached to said sills, of guides for the follower vertically adjustably positioned in relation to said cheek-plates.

l 8. In a draft-rig ing, the combination with thesills and .chee -plates having followerstops rigidly secured thereto, of interchangeable guides for the follower for variably pohaving a springsitioning the same in relation to said cheekplates and sills. 4

9. In a draft-rigging, the combination with convertible side castings having integral front and rear stops and integral upper guides for the followers, of removable insert or conversion pieces, substantially as specified.

10. In a draft-rigging, convertible side cast- I ings having upper integral guides and lower removable guides and front and rear stops for the followers, and-provided with removable insert or conversion pieces and abutting against said rear stops, substantially as specified.

11. In a draft -'rigging, the combination With'side castings having each front andrear stops and integral upper guides for the followers, of insert or conversion pieces abutting: against said front and rear stops-and fur nished each with a stop, substantially as specified.

12. In draft-gear, aframe having springreceiving pocket, and a reversible plate form-, ing the bottom of said pocket.

13. In draft-gear, a frame having a springreceiving pocket, and a reversible lug-strap forming the bottom of the pocket and adj ustable to alter the pocket.- p

.14. In draftgear, a frame, a reversible carry-iron for supporting the draw-bar at different height-s, and means for rigidly looking said carry-iron in either of its positions.

15. In a draft-gear, the combination with the draw-bar, of a carry-iron supportingthe draw-bar and having a vertical adjustment, and a draw-spring connection with the inner end of the draw-bar, said draw-spring con-' nection having a corresponding vertical adjustment to that of the carry-iron.

effecti ve height of said 16. In draft-gear, a frame having lugs for embracing the transom, and interchangeable and adjustable filling-blocks disposed between the sides of the transom and the lugs.

17. In draft-gear, a frame having spaced lugs for embracing the transom, and interchangeable blocks adiu'stable to yar ing posi- 5 tions with respect to t 1e transom an the lugs.

18. In a draft-gear, the combination with the vertically-disposed web-plates arran ed between the longitudinal sills and provi ed with edge flanges, of a transversely-disposed bracing-plate extending between the Webplates and resting on said flanges in a position to the rear of the end sill of the frame, and securing-bolts extending through said bracing-plate and end sill and serving to prevent rearward movement of all of the plates.

19. In a draft-gear, a pair of, plates having spring-receiving pockets and arrangedto extend partly under'the center sills of the car, the tops of the plates having projections arranged to enter bottom recesses 1n said sills and therear portions of said plates having recesses to receive the body-transom, the

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plates having vertically-disposed Webs ar- In testimony that I claim the foregoing as ranged t0 fit snugly a ainst the inner vertical my own I have hereto aifixed my signature faces of the sills an provided with bosses in the presence of two witnesses. entering openings formed in said vertical I JOHN LANGE, JR.

5 faces, and horizontal securing-bolts extending Witnesses:

through the Webs, the bosses and the sills and JOHN A. HEARN, forming the sole supports of said plates. H. W. THOMAS. 

